Internal-combustion engine.



R. A. F-IIISBIE.

INTERNAL COMBUSTION ENGINE. APPLICATION FILED OL'Tl IS. I9I6.

1 2 5 2,79 6 .I htemed Jan. 8, 1918.

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charge header '16 he as are.

RUSSELL ABNER FRISBIE, OF MIDDLETOWN, CONNECTICUT, ASSIGNOR TO THE FRISBIE MOTOR COMPANY,

OF MIDDLE-TOWN, CONNEGTICUT, A CORPORATION.

m'rnnnan-comnnsrron Enema.

Specification of Letters Eatentr Patented Jane, 1918.

I Application filed October 18, 1916. Serial No. 128,416.

v To all whom z'tmay concern: I

fuel can be employed simultaneously and in which there is interaction of the different elements of the apparatus that cooperate to provide a maximum of flexibility of the en- :gmestructure as a whole.

In the accompanying drawings Figure 1 is a front elevation of my improved lnternal-combustion engine.

Fig, 2 is a rear elevation of the same.-

Fig. 3 is a side elevation of the same.

Fig. 4: is a view partly in section and partly in side elevation of the trap.

Fig. 5 is a longitudinal sectional view of the converter.

My improved internal-combustion engine comprises a set of vertical cylinders 10 mounted on a suitable base 11 in which is operatively housed the crank shaft 12, the same being provided with valve operating mechanism of ordinary form, the valves being housed in the cylinder heads.

The inlet header or manifold 15 extends along the front side of the heads and the disalong the rear sides thereof.

On the front side of the base 11 is a car bureter 17 for gasolene and a gasolene supply conductor 37 extends upwardly from the gasolene carburetor l7 and is connected at the upper end to the inlet manifold 15 through a trap 38, positioned at one end of the said manifold 15.

The operative mechanism for controlling the operation by gasolene comprises a valve of ordinaryform housed in the carbureter 17, mounted on a shaft that projects through the casing as usual, and on which shaft is mounted the carbuieter lever 19. A set of levers and connecting rods serves to operatively connect the carbureter lever 19 with the control device at the inner end of the engine, to be described.

The said control device comprises a sleeve 21 formed of tubing, of appreciable length, rotatively and slidably mounted in bearings 22.

The lower end of the sleeve 21 is connected to the set of levers mentioned that connects with the gasolene carbureter 17.

At the upper end of the sleeve 21 is a radial arm 23 that engages with the underside of a sector 24 fixedly supported from the engine structure and having a series of notches for engaging with the arm 23 and locking the same in whatever position to ma be set.

xially positioned within the sleeve 21 and extending through the same is a rod 25 that serves as the control for the kerosene operation. The upper end of the rod 25 extends above the sector 24 and a radial arm 26 secured to the said upper end extends: over the said sector 24, suitably to engage with the upper edge thereof, the latter being also notched, similarly to the lower edge as described.

The lower end of the rod 25 extends an appreciable distance below the lower end of the tube 21 and is connected by a set of suitable interconnecting levers with the kerosene carbureter 29 on the rear side of the engine, near the base 11.

The sets of levers mentioned comprise a radial arm 30 on the lower end of the sleeve 21 and a radial an i 31 at the lower end of the rod 25. A spring is mounted on the lower end portion of the rod 25 and is in bearing engagement by its ends with the radial arms 30 and 31, tending to pull the'rod through the sleeve, and t ereby holds the control arms 23 and 26 in resilient engagement with the sector 24.

Turning the sleeve 21 or rod 25 accordingly involves a slight longitudinal movement in each case, in opposition to the spring 32, in order to permit the control arms 23 which 'it nected by a lateral and 26 to ride over the notches or teeth of the sector 24. a

The inlet manifold 15 and the exhaust header 16 are as described at the upper end portion of the cylinderslO.

Connected to one end of the exhaust header 16 is a converter 33, which extends radially downwardly, the exhaust proper 34 being at the lower end thereof.

The said converter 33 is of the type shown and described in the patent granted to me March 31, 1914, No. 1,091,501, and comprises separate-passages for the exhaust and the kerosene fuel supply. The exhaust inlet is at the upper end of the converter 33 and the outlet 34 at the lower end thereof.

The kerosene inlet is at one side, being conconncction 35 with the kerosene carbureter 29 and a second lateral connection 36 connects with the trap 38,

and structurally isintegral with the latter.

The said trap 38 fits by one end over the end of the supply manifold 15, and the to which it is connected, and the connection 36 that leads from the converter 33 to the trap 38 is connected to the lower side of the said annular channel 39 and extends radially downwardly to the converter 33.

Thus the trap 38 serves to collect any un- .vapoiized fuel, whether gasolene or kero sene, and delivers the same to the nverter 33. The converter 33 is heated by the ex- 'fh aust, so that any liquid fuel that is delivered thereto will be vaporized and delivereel to the inlet header 15.

As described, complete operative means are provided for operating either with gasolene alone, or kerosene alone, and these means are so related that both kinds of fuel can beused simultaneously because the con- 'trol devices, comprising the control lever and interconnected mechanism, including a carbureter for each ki'nd of fuel, are indethat serves as the fuel heating chamber con-' pendent of those for the other kind, and both sets of control devices can be set to the operating position at the same time, and the iquantity of fuel of each kind to be delivered is under complete control.

Furthermore, such mechanism comprises a converter that has the exhaust passage nected to receive and be heated by the exhaust at all times without change, whether operatedby gasolene or kerosene, the fuel passage therein being connected to the kerosene-fuelsupply on one side and to the trap on the other side.

Thus the converter serves as a re-heater for vaporizing any and all condensation, whether gasolene or kerosene.

The trap 38 comprises at the upper end the trap proper, and at the lower end has an integral conduit 41 that is suitably curwd and of proper length to connect with the kerosene outlet connection 36 of the converter 33. i

The said trap proper is provided with the annular channel 39 inclosed between the annular end walls 42, whichwalls have the holes 40 in alinement as described.

The converter 33 is a generally cylindrical double-walled structure, comprising the exhaust chamber 1-1 extending axially the full length thereof, the upper end having a laterally and inwardly directed flange connection .45 for connecting with the exhaust header 16 and atthe lower end there is a second laterally and out\*-'ardly directed flange connection that serves as the exhaust outlet 34.

Exterior to the exhaust chamber 44 is the kerosene fuel chamber 46, which is connected at the lower end by means of the port 47 with the lateral connection 35 leading from the kerosene carbureter 29, and adjacent the upper end has an opening 48, indicated by broken lines in Fig. 5, that opens into the lateral connection 36 that leads to the trap 38.

Between the kerosene inlet 47 and outlet 48 the fuel chamber 46 is provided with a system of bridges or bailie plates 49 of interrupted annular form, positioned individually in radial planes, and relatively in staggercd relation, being alternatively on opposite sides of the axis, all as described in the patent mentioned.

As described, the exhaust chamber 41 and fuel chamber 16 are arranged so thatjthcy cooperate one with the other. the heat from the exhaust serving to heat the fuel as itpasses through the fuel chamber.

The preferred method of operation is to start with gasolene and to operate for ordinary running with kcroaenc. and to use both fuels for forced operation.

The apparatus described permits of thi being done, and permits of the-change being made from gasolene to kerosene without interruption of the gasolenc, the kerosene being gradually turned on as the gasflhne l. turned off. Furthermore the preliminar operation with gasolene serves to heal the converter so that the engine is ready for proper operation with. kerosene without other special heating for kerosene operation.

Asv an operative feature, when operating with kerosene, it is desirable to admit a relatively small amount of fresh air at normal temperature at the outlet end of the converter, corresponding to the )osition of the trap. The construction an arrangement messes described permits this being done by an adjustment such that the gasolene valve is incompletely shut 011'. Thus air can be drawn.

through the gasolene carbureter. Some gasolene will be mixed With this air, which feature is merely incidental, and does not involve any disadvantage.

I claim as my invention 1. An internal-combusion engine comprising a set of cylinders provided with an inlet manifold and an exhaust header, a carbureter connected to the said manifold, a second carburcter, and a converter, the said converter having an exhaust chamber connected to the said header and a fuel chamber connected between the said second carbuserving as the connecting means for the said first carbureter and the said converter with the said manifold.

2: An internal-combustion engine comprising a set of cylinders hav an inlet manifold and an exhaust header, a dculole chambered converter having one chamber connected to the said header, a trap having an annular body portion, connected by one end to the said manifold, and having an opening at the other end suitable for a fuel inlet, and the said trap having a branch extending laterally from the said body portion, and connected to the other chamber of the said converter.

RUSSELL ABNER FRISBIE.

Witnesses:

K. \V. DYER, LOUIS M. SCHMIDT. 

